Rail Car Intercar Cable Arrangement, Rail Car Intercar Cable, and Hanger Arrangement Therefor

ABSTRACT

A rail car intercar cable arrangement, including: a rail car intercar cable having a first end comprising a first connection arrangement configured for attachment to a connection point of a rail car; and a second end comprising a second connection arrangement configured for attachment to a second end of another rail car intercar cable; and a hanger arrangement comprising at least one hanger member having a first end and a second end, wherein at least a portion of the first end of the hanger member is attached to at least a portion of the rail car intercar cable, such that the at least one hanger member is not directly attached to a portion of the rail car, and wherein the hanger member is configured to support the rail car intercar cable, thereby preventing the rail car intercar cable from contacting a ground surface.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to connection arrangements and other physical and/or electrical connections by and between railroad cars, i.e., rail cars, and in particular to an improved rail car intercar cable arrangement, an improved rail car intercar cable, and a hanger arrangement for a rail car intercar cable.

2. Description of the Related Art

As is known in the railroad industry, a train is made up of multiple rail cars that are interconnected. Each rail car is connected with at least one other rail car using mechanical connection arrangements. Further, the majority of railroad trains are equipped with air brakes, where an air hose is connected between adjacent cars in order to facilitate the flow of compressed air to operate the brakes on each car. Similarly, trains are provided with electrical cables that extend along and through each rail car in order to provide electrical communication between cars. Each rail car is provided with a cable connection that is mounted at or near the ends of the car.

In order to make the electrical connection between adjacent cars, an intercar cable is provided. Normally, the intercar cable includes a first end and a second end. The first end includes a connection arrangement to connect to a cable connection on the rail car, and a second end includes a connection arrangement to connect to the second end of another intercar cable. In this manner, the connection between two adjacent rail cars is removable attachable through the release of the mutual second ends. Regardless of whether a single intercar cable extends between the cars, or as discussed above, two (or more) intercar cables are attached to each other, the resulting arrangement permits electrical communication to occur along the length of the train.

One issue that arises with the hoses and/or cables that extend between the rail cars is the possibility of entanglement, such as in the case of use with a rotary dumping process. Similarly, and based upon the length of the hose and/or cable, the possibility of contacting and dragging on the ground exists. Further, certain requirements must be met under Title 49, Chapter II, Part 232 (Brake System Safety Standards for Freight and Other Non-Passenger), Subpart G (Electronically Controlled Pneumatic (ECP) Braking Systems), Section 232.603 (Design, interoperability, and configuration management requirements). This regulation incorporates Association of American Railroads (AAR) Manual of Standards and Recommended Practices (MSRP) S-4210, which relates to “ECP Cable-Based Brake System Cable, Connectors, and Junction Boxes—Performance Specifications”. Two of the primary requirements of this standard include: (1) the intercar cable must be at least 5 inches off the rail at all times; and (2) a strength member is required, and must attach to each rail car at a specified location. In many instances, a separate hanger member (e.g., a chain) is connected at one end to the second end of the intercar cable and at the other end to the rail car, where this connection ensures that the cable remains at least 5 inches from the rail. In addition, a strength member, e.g., a strap or the like, is utilized to relieve strain on the intercar cable in certain situations and environments, such as when the cars decouple, but the cables are still attached. This strength member normally has a length that is slightly shorter than the length of the cable, thus allowing the cables to be pulled apart without damaging the cables.

While it may be desirous to use the strength member for both the strengthening function and the hanger function, it is often difficult or impossible to meet the 5-inch requirement and the specified attachment region requirement. Accordingly, the operator has three choices, namely: (1) violate the MSRP S-4210 standard and attach the strength member outside of the specified connection region; (2) violate the MSRP S-4210 standard and permit the intercar cable to be positioned below the 5-inch floor; or (3) comply with the MSRP S-4210 standard by using the above-discussed separate hanger member in conjunction with the strength member. However, in complying with this standard, the hanger member requires another attachment point on the rail car, and the user of this separate hanger member adds complexity to the operation of certain cars, such as rail cars that are unloaded (or dumped) through a rotary tipping motion. In particular, this rotary tipping motion often leads to the hanger member and strength member entangling or tangling with other components of the rail cars. Still further, the length of existing hanger members is dependent on the type of rail car. One hanger member does not fit or work effectively with all types of rail cars, thus requiring that the installer either: locate and install a hanger member with the appropriate length; if using an adjustable hanger member, take the time to make such adjustments; or, if the length of the hanger member is fixed, “force” an awkward and/or ineffective attachment point on the rail car.

As illustrated in FIG. 1, and according to the prior art, a rail car intercar cable 100 is provided, where a first end 102 includes a first connection arrangement 104 for attachment to a connection point 106 associated with a rail car R and a second end 108 includes a second connection arrangement 110 for connection to a second end 108 of another intercar cable 100. When the second ends 102 are connected using the respective second connection arrangements 110, the connected intercar cables 100 provide for electrical and other communication between the adjacent rail cars R. Also illustrated is an air hose 111 for use in connection with pneumatic braking systems for pressurized air delivery by and between rail cars R. A strength member 112 includes a first end 114 attached at or near the second end 108 of the rail car intercar cable 100 and a second, free end 116 configured for attachment to a component of the rail car R—normally in the same general area that the first end 102 of the intercar cable 100 is attached.

Still further, a hanger member 118 includes a first end 120 attached at or near the second end 108 of the cable 100 and a second, free end 122 configured for attachment to the rail car R, or a component of the rail car R (e.g., a mounting block or plate located in a specified position on the rail car R). The second, free end 122 of the hanger member 118 is attached at a different location on the rail car R, or component of the rail car R, and is arranged so as to ensure that the intercar cable 100 is appropriately spaced above the tracks. Accordingly, FIG. 1 illustrates an existing arrangement that complies with the MSRP 5-4210 standard, but results in some or all of the above-discussed drawbacks and deficiencies associated therewith. Other existing connections and support arrangement for use in connection with rail cars and railway vehicles are shown and described in U.S. Pat. Nos. 4,986,500; 5,833,482; 6,581,791; 6,745,910; 6,871,732; and 7,850,128; and U.S. Publication Nos.: 2003/0234234; and 2010/0320335.

Therefore, there remains a need in the art for a rail car intercar cable arrangement, a rail car intercar cable, and hanger arrangement that address some or all of the above-discussed drawbacks and deficiencies. Further, there is a need in the art for improved rail car intercar cable arrangement, a rail car intercar cable, and hanger arrangement that work effectively with a variety of rail cars and in various environments and applications.

SUMMARY OF THE INVENTION

Generally, provided is a rail car intercar cable arrangement, a rail car intercar cable, and hanger arrangement that overcome or address some or all of the above-discussed deficiencies and drawbacks associated with existing rail car and railway vehicle connection and communication arrangements. Preferably provided is a rail car intercar cable arrangement, a rail car intercar cable, and hanger arrangement that work effectively with a variety of different types of rail cars and railway vehicles. Preferably, provided is a rail car intercar cable arrangement, a rail car intercar cable, and hanger arrangement that are useful in connection with different applications and arrangements, such as in connection with rotary dumping operations and vehicles.

Accordingly, and in one preferred and non-limiting embodiment, provided is a hanger arrangement for at least one rail car intercar cable having a first end and a second end, the first end comprising a first connection arrangement configured for attachment to at least one connection point associated with a rail car. The hanger arrangement comprises at least one hanger member having a first end and a second end, wherein at least a portion of the first end of the hanger member is attached to at least a portion of the rail car intercar cable, such that the at least one hanger member is not directly attached to a portion of the rail car, and wherein the hanger member is configured to at least partially support at least a portion of the rail car intercar cable, thereby preventing the rail car intercar cable from contacting a ground surface.

In another preferred and non-limiting embodiment, provided is a rail car intercar cable arrangement. The arrangement comprises a rail car intercar cable having a first end comprising a first connection arrangement configured for attachment to at least one connection point associated with a rail car; and a second end comprising a second connection arrangement configured for attachment to a second end of another rail car intercar cable. The rail car intercar cable arrangement further comprises a hanger arrangement comprising at least one hanger member having a first end and a second end, wherein at least a portion of the first end of the hanger member is attached to at least a portion of the rail car intercar cable, such that the at least one hanger member is not directly attached to a portion of the rail car, and wherein the hanger member is configured to at least partially support at least a portion of the rail car intercar cable, thereby preventing the rail car intercar cable from contacting a ground surface.

In a further preferred and non-limiting embodiment, provided is a rail car intercar cable, comprising: a first end comprising a first connection arrangement configured for attachment to at least one connection point associated with a rail car; a second end comprising a second connection arrangement configured for attachment to a second end of another rail car intercar cable; and a hanger arrangement comprising at least one hanger member having a first end and a second end, wherein at least a portion of the first end of the hanger member is attached to at least a portion of the rail car intercar cable, such that the at least one hanger member is not directly attached to a portion of the rail car, and wherein the hanger member is configured to at least partially support at least a portion of the rail car intercar cable, thereby preventing the rail car intercar cable from contacting a ground surface.

These and other features and characteristics of the present invention, as well as the methods of operation and functions of the related elements of structures and the combination of parts and economies of manufacture, will become more apparent upon consideration of the following description and the appended claims with reference to the accompanying drawings, all of which form a part of this specification, wherein like reference numerals designate corresponding parts in the various figures. It is to be expressly understood, however, that the drawings are for the purpose of illustration and description only and are not intended as a definition of the limits of the invention. As used in the specification and the claims, the singular form of “a”, “an”, and “the” include plural referents unless the context clearly dictates otherwise.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a schematic view of an existing rail car intercar cable arrangement according to the prior art;

FIG. 2 is a schematic view of one embodiment of a rail car intercar cable arrangement according to the principles of the present invention;

FIG. 3 is a schematic view of another embodiment of a portion of a rail car intercar cable arrangement according to the principles of the present invention;

FIG. 4( a) is a schematic end view of another embodiment of a portion of a rail car intercar cable arrangement according to the principles of the present invention;

FIG. 4( b) is a schematic side view of the portion of the rail car intercar cable arrangement of FIG. 4( a);

FIG. 5 is a schematic side view of a further embodiment of a portion of a rail car intercar cable arrangement according to the principles of the present invention;

FIG. 6 is a schematic end view of a still further embodiment of a portion of a rail car intercar cable arrangement according to the principles of the present invention;

FIG. 7( a) is a schematic side view of a still further embodiment of a portion of a rail car intercar cable arrangement according to the principles of the present invention; and

FIG. 7( b) is a schematic end view of the rail car intercar cable arrangement of FIG. 4( a).

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

For purposes of the description hereinafter, the terms “end”, “upper”, “lower”, “right”, “left”, “vertical”, “horizontal”, “top”, “bottom”, “lateral”, “longitudinal” and derivatives thereof shall relate to the invention as it is oriented in the drawing figures. However, it is to be understood that the invention may assume various alternative variations and step sequences, except where expressly specified to the contrary. It is also to be understood that the specific devices and processes illustrated in the attached drawings, and described in the following specification, are simply exemplary embodiments of the invention. Hence, specific dimensions and other physical characteristics related to the embodiments disclosed herein are not to be considered as limiting.

The present invention is directed to a rail car intercar cable arrangement 10, a rail car intercar cable 12, and a hanger arrangement 14 for use in connection with a rail car intercar cable arrangement 10 and rail car intercar cable 12. Certain preferred and non-limiting embodiments of the rail car intercar cable arrangement 10, rail car intercar cable 12, and hanger arrangement 14 are illustrated in FIGS. 2-6. It is noted that, while, as discussed hereinafter, the hanger arrangement 14 can be effectively used in connection with an existing or modified rail car intercar cable 12, it is equally effective for use in connection with other cables, hoses, and similar conduits extending between or through rail cars R.

In one preferred and non-limiting embodiment, and as illustrated in FIG. 2, a rail car intercar cable arrangement 10, rail car intercar cable 12, and hanger arrangement 14 are provided. The rail car intercar cable arrangement 10 includes a rail car intercar cable 12, which includes a first end 16 and a second end 18. The first end 16 of the rail car intercar cable 12 includes a first connection arrangement 20, which is configured for attachment to at least one connection point CP1 that is on or associated with the rail car R. In particular, this connection point CP1 may be in the form of a mounting block, a fitting, or other component that is permanently or removably attached to a portion of the rail car R. In one embodiment, the connection point CP1 is in the form of a mating connection, e.g., a plug, a threaded bore, or the like, which interacts with or attaches to the first connection arrangement 20 of the rail road intercar cable 12. Certain existing rail cars R may include at least one second connection point CP2, which has previously been used in connection with the above-discussed hanger member 118 of one existing arrangement. As is clearly illustrated in FIG. 2, one of the benefits of the presently-invented rail car intercar cable arrangement 10, rail car intercar cable 12, and hanger arrangement 14 is that this second connection point CP2 does not need to be utilized.

With continued reference to FIG. 2, and in this preferred and non-limiting embodiment, the hanger arrangement 14 includes at least one hanger member 22. The hanger member 22 includes a first end 24 and a second end 26, where at least a portion of the first end 24 of the hanger member 22 is attached to or integrated with at least a portion of the rail car intercar cable 12. In addition, this hanger member 22 is not directly attached to a portion of the rail car R, and instead is attached to, connected to, or integrated with the rail car intercar cable 12, such as at or near the first connection arrangement 20 of the rail car intercar cable 12. Still further, the hanger member 22 is sized and shaped so as to at least partially support at least a portion of the rail car intercar cable 12, thereby preventing the rail car intercar cable 12 from contacting a ground surface during operating, loading, and/or unloading conditions.

As further illustrated in FIG. 2, the rail car intercar cable arrangement 10, and specifically, the rail car intercar cable 12, includes a second connection arrangement 28 at or near the second end 18 of the rail car intercar cable 12. As is known in the art, the second connection arrangement 22 may be in the form of an interconnection arrangement or fitting, which, when joined together with another second connection arrangement 28 of another rail car intercar cable 12, provides the operable rail car intercar cable arrangement 10 that extends between the ends of two adjacent rail cars R.

In this manner, the rail car intercar cable arrangement 10 provides for electrical (and/or other) communication between adjacent rail cars R. Again, while the hanger arrangement 14 has been discussed in connection with and used for the rail car intercar cable 12, it may also be used in supporting other arrangements associated with a rail car R. For example, it is envisioned that the hanger arrangement 14 can be used to at least partially support or interact with a pneumatic air hose A, which is used in connection with pneumatic braking systems for pressurized air delivery by and between rail cars R.

In a further preferred and non-limiting embodiment, the rail car intercar cable arrangement 10 includes at least one strength member 30 having a first end 32 and a second end 34. In this embodiment, the first end 32 of the strength member 30 is attached to a component of the rail car R, such as at or near the first connection point CP 1 of the rail car R. In particular, the first connection point CP 1 may include a loop L that is directly or indirectly attached to a portion or component of the rail car R, the first connection point CP1, or other area associated with the rail car R.

In complying with the MSRP S-4210 Standard, this loop L (or other connection arrangement) is specifically located at or near the first connection point CP1 (where the first end 16 of the rail car intercar cable 12 is connected to the first connection arrangement 20 of the rail car R). Accordingly, and in this preferred and non-limiting embodiment, the strength member 30 includes a releasable clip 36, such as a karabiner or the like, that provides releasable attachment between the loop L of the rail car R and a loop 38 positioned at the first end 32 of the strength member 30.

A similar arrangement is used at the second end 34 of the strength member 30. In particular, positioned at or near the second end 18 of the rail car intercar cable 12 is a similar attaching structure, such as a loop 40. A second releasable clip 42 provides a connection between the loop 40 of the rail car intercar cable 12 and a second loop 44 of the strength member 30, which is positioned at the second end 34 of the strength member 30. It is further envisioned that the releasable clip 42 at the second end 34 of the strength member 30 is replaced by some permanent attachment arrangement. Extending between the first loop 38 and the second loop 44 is a cable 46, or elongate member. Still further, one or more intermediate loops 48 are permanently, removably, or adjustably attached to a portion of this cable 46. These intermediate loops 48 can allow for permanent or releasable attachment to a portion of the rail car intercar cable 12 and/or the air hose A. As discussed, the length of the strength member 30 may be slightly shorter than the length of the rail car intercar cable 12. Accordingly, the rail car intercar cable arrangement 10 may include the strength member 30, as described above, in order to provide the appropriate and mandatory strengthening functionality to the interconnections, primarily for use in decoupling operations.

One preferred and non-limiting embodiment of the hanger arrangement 14 is illustrated in FIG. 3. As shown, the rail car intercar cable 12 includes the above-discussed first connection arrangement 20, which, in this embodiment includes a threaded fitting 50 for removable attachment to the first connection point CP 1 of the rail car R. In addition, one or more sleeve fittings 52 interconnect the threaded fitting 50 and a cable sleeve 54.

In this preferred and non-limiting embodiment, the hanger member 22, and specifically the first end 24 of the hanger member 22, is fitted to, permanently attached to, or removably attached to a portion of the rail car intercar cable 12, such as at or near the first connection arrangement 20 of the rail car intercar cable 12. In one preferred and non-limiting embodiment, the attachment between the first end 24 of the hanger member 22 and the rail car intercar cable 12 may be in the form of a compression fit; however, any other permanent, semi-permanent, or releasable attachments are envisioned. For example, the first connection arrangement 20 of the rail car intercar cable 12 may be manufactured or formed together with the hanger member 22, or some other post-manufacture mechanical and/or chemical connection can be utilized. Of course, the hanger member 22 may also be connected to other portions of the rail car intercar cable 12, such as at or near the threaded fitting 50, the sleeve fittings 52, the cable sleeve 54, and the like. It is further noted that the cable sleeve 54 represents a known arrangement for containing, housing, and/or protecting electrical cables, data communication cables, or other similar communication components.

With continued reference to the preferred and non-limiting embodiment of FIG. 3, the hanger member 22 is in the form of a sleeve 56 having an inner conduit area 58 through which at least a portion of the rail car intercar cable 12 extends. In particular, the inner conduit area 58 is defined by an inner wall 60 that directly or indirectly contacts and at least partially supports at least a portion of the rail car intercar cable 12, such as the cable sleeve 54. Accordingly, the hanger member 22 supports the rail car intercar cable 12, and substantially prevents or minimizes the chance of contact with the rail or other ground surface during various railway operations. Still further, at least a portion of the hanger member 22 may be formed from a substantially rigid material in order to provide the appropriate support for the rail car intercar cable 12. In addition, and in order to reduce or minimize the impact of rubbing or contact between the hanger member 22 and the cable sleeve 54, a coated surface 62 or other protective material can be used to reduce the potential adverse effects of friction.

A further preferred and non-limiting embodiment of the hanger arrangement 14 is illustrated in FIGS. 4( a) and 4(b). As with the embodiment of FIG. 3, the hanger member 22 is again in the form of an elongate sleeve 56. However, in this embodiment, the elongate sleeve 56 is sized, shaped, or configured so as to allow access to the inner conduit area 58. In particular, the sleeve 56 is at least partially cut at a cutline 64. This cutline 64 allows the sleeve 56 to be opened or unfolded sufficiently so as to allow access to the inner conduit area 58, and thus, the cable sleeve 54 and sleeve fittings 52.

As further illustrated in FIGS. 4( a) and 4(b), an outer sleeve 66 is provided and wraps around or otherwise encloses the sleeve 56 of the hanger member 22. Such an arrangement would assist in ensuring that the cable sleeve 54 of the rail car intercar cable 12 does not accidentally contact and move through the cutline 64, thus escaping the hanger member 22. In order to provide access to the cutline 64 and/or the inner conduit area 58, the outer sleeve 66 may be releasable or configured to be opened. Therefore, the outer sleeve 66 may include some releasable arrangement, such as removably mating surfaces or portions 68. These releasable portions 68 allow the user to easily and effectively open and close the outer sleeve 66 around the sleeve 56 of the hanger member 22. For example, the releasable portion 68 may be in the form of Velcro® or other known releasable connection arrangements.

In a still further preferred and non-limiting embodiment, and as illustrated in FIG. 5, the hanger arrangement 14 may include multiple hanger members 22 that are removeably attachable to one another. For example, as shown, the first end 24 of a first hanger member 70 can be permanently or removably attached to a portion of the rail car intercar cable 12, such as at or near the first connection arrangement 20 of the rail car intercar cable 12 (as discussed above). Thereafter, a second hanger member 72 can be permanently or removably attached to or near the second end 26 of the first hanger member 70. In this manner, the length of the hanger member 22 and/or hanger arrangement 14 can be adjusted to be useful in different applications and environments, such as in connection with different and/or existing rail car intercar cables, conduits, hoses, and the like. Any number of hanger members 22 can be connected together using any of the above-discussed connection techniques and arrangements, such as compression fitting, mechanical fittings, adhesive materials, and the like.

A still further preferred and non-limiting embodiment of the hanger arrangement 14 is shown in FIG. 6. In this embodiment, the hanger member 22 is in the form of a sleeve 74 that includes or is associated with a pocket 76. The pocket 76 includes an inner area 78 into which a rigid member 80 may be at least partially inserted. While the sleeve 74 may have certain rigid characteristics or be formed from a rigid material, extra support can also be provided through the use of an additional rigid member 80 that can be inserted into the pocket 76. As illustrated in FIG. 6, the rigid member 80 may be sized and shaped so as to be removably inserted into the inner area 78 of the pocket 76, and when not required, removed therefrom. The rigid member 80 can be made from any appropriate material, such as a synthetic material, a foam material, a rigid material, a metal, an alloy, a pliable material, a coated material, and/or any other suitable material to provide the above-discussed support features. It is further envisioned that any portion of the hanger member 22 can be manufactured from these same materials.

Another preferred and non-limiting embodiment of the hanger arrangement 14 of the present invention is illustrated in FIGS. 7( a) and 7(b). This embodiment includes certain of the components of the embodiment of FIG. 3, such as the threaded fitting 50 and the sleeve fittings 52 (as part of the connection arrangement 20). Furthermore, the hanger member 22 includes a sleeve 56 having an inner conduit area 58. However, in this preferred and non-limiting embodiment, the cable sleeve 54 further extends through a bushing member 82 having a first bushing half 84 and a second bushing half 86. These halves 84, 86 are removably attachable to each other using one or more connectors 88 (e.g., screws, bolts, clips, and the like). In order to access the connectors 88, one or more access portions 90 can be provided. For example, these access portions 90 can provide the user with the ability to locate and interact with a portion of the connector 88 (e.g., the head of a screw or bolt) to insert, tighten, loosen, and/or remove the connector 88 from the first bushing half 84 and the second busing half 86.

When attached, the first bushing half 84 and the second bushing half 86 form an inner conduit area 92, through which the cable sleeve 54 of the rail car intercar cable 12 extends. While shown in a spaced arrangement, it is also envisioned that the first bushing half 84 and the second bushing half 85 at least partially contact and/or compress the cable sleeve 54 in the inner conduit area 88. The inner wall 94 (which forms the inner conduit area 88) can be partially or wholly coated with a material and/or formed from a material that reduces or eliminates detrimental abrasion or other negative contact- or rubbing-based characteristics of the cable sleeve 54.

As further illustrated in FIGS. 7( a) and 7(b), the bushing member 82 slides into and/or fits within the inner conduit area 58 of the sleeve 56 of the hanger member 22. Again, as stated above, while the bushing member 82 is shown spaced from the inner wall 60 of the sleeve 56 to facilitate sliding the bushing member 82 into the sleeve 56, it is further envisioned that the bushing member 82 can be attached to, compressed within, or integral with the sleeve 56. For example, the bushing member 82 may be formed as part of the sleeve 56, or otherwise permanently attached to or removably attachable with the sleeve 56 or other parts of the hanger member 22.

In using this bushing member 82, the cable sleeve 54 is both centered and protected from rubbing against the inner wall 60 of the sleeve 56 of the hanger member 22, which may lead to abrasion or other similar damage to the rail car intercar cable 12. In addition, this centering function minimizes the “bending” or “drooping” of the cable sleeve 54 through the hanger member 22, which minimizes or prevents damage to the cable sleeve 54 (or electrical components within) which may result from sharp angles or bends in the cable sleeve 54. Additionally, by positioning this bushing member 82 at or near the second end 26 of the hanger member 22, accidental or intentional entry of foreign objects or substances to the inner conduit area 58 of the sleeve 56 is avoided. For example, this beneficial placement of the bushing member 82 (with respect to the sleeve 56) will prevent insects, dirt, and other material from entering the inner conduit area 58 and damaging the cable sleeve 54, the cable fittings 52, and/or the threaded fitting 50. Still further, this arrangement will prevent the possibility of detrimental contact with insects or other harmful foreign substances or objects when a user installs the hanger member 22, i.e., in those embodiments where the hanger member 22 is removable from the rail car intercar cable 12.

In this manner, the present invention provides a rail car intercar cable arrangement 10, rail car intercar cable 12, and hanger arrangement 14 with improved functional characteristics. For example, the inventive arrangement can be installed to be compliant with the MSRP S-4210 Standard without needing an additional hanger member 18 (see FIG. 1). As discussed, the use of an additional, separate hanger member 18 leads to various structural and operational complexities, such as the need for a separate attachment point CP2 on the rail car R, which may lead to tangling when the rail car R is tipped. In one embodiment, and when the rail car intercar cable 12 of the present invention is installed, the hanger arrangement 14 is already in place when previously attached to or integrated with the rail car intercar cable 12.

Still further, the present invention simplifies the installation process for rail car intercar cables. In particular, when the installer attaches the rail car intercar cable 12 of the present invention, the rail car intercar cable 12 is compliant with the Standard without the need of any further action on the installer's part, such as the installation and adjustment of a separate hanger member 18 to a different connection point CP2. In addition, the present invention removes the complexities associated with and potential for tangling. The rail car R can tip and the rail car intercar cable arrangement 10, rail car intercar cable 12, and hanger arrangement 14 of the present invention will not interfere or tangle with the other components, such as the rail car intercar cable 12.

The height or spacing of the rail car intercar cable 12 from the tracks or rail surface can be adjusted based upon the use of the presently-invented hanger arrangement 14. For example, by changing the length of the hanger member 22 and/or using multiple connectable hanger members 70, 72, the necessary adjustments can be made in the field. Of course, it is envisioned that the appropriately sized and shaped to hanger member 22 can be pre-installed or integrated with the rail car intercar cable 12 prior to installation in the field.

When using an integrated hanger member 22 and rail car intercar cable 12, improper installation can be avoided, as well as the improper removal of parts, random acts of tampering, and the like. In particular, the present invention provides an effective arrangement for performing the function of maintaining the rail car intercar cable 12, such as the second connection arrangements 28 thereof, at or above the proper height over the rail. Still further, the present invention eliminates potential safety hazards, such as personnel becoming entangled with a conventional, separate hanger member 118.

Still further, the rail car intercar cable arrangement 10, rail car intercar cable 12, and hanger arrangement 14 of the present invention minimizes or prevents stretching to the point of breaking, such as the case with conventional solutions, where it is possible for the separate hanger member 118 to stretch to the point of failure or lash-back. In addition, the present invention provides further strain relief for the rail car intercar cable arrangement 10 at the point of attachment to the end-of-car connector, i.e., connection point CP1. In turn, this improves the life of the rail car intercar cable arrangement 10, whether in use or not in use. In particular, conventional solutions do not add any additional support, such that the cable sleeve 54 can bend, sag, and/or droop sharply at the end of the first connection point CP1, and over time, shorten the life of the cable assembly due to mechanical stretching of the conductors inside the rail car intercar cable 12. Accordingly, and as discussed above, the present invention provides an improved rail car intercar cable arrangement 10, rail car intercar cable 12, and hanger arrangement 14.

Although the invention has been described in detail for the purpose of illustration based on what is currently considered to be the most practical and preferred embodiments, it is to be understood that such detail is solely for that purpose and that the invention is not limited to the disclosed embodiments, but, on the contrary, is intended to cover modifications and equivalent arrangements that are within the spirit and scope of the appended claims. For example, it is to be understood that the present invention contemplates that, to the extent possible, one or more features of any embodiment can be combined with one or more features of any other embodiment. 

What is claimed is:
 1. A hanger arrangement for at least one rail car intercar cable having a first end and a second end, the first end comprising a first connection arrangement configured for attachment to at least one connection point associated with a rail car, the hanger arrangement comprising at least one hanger member having a first end and a second end, wherein at least a portion of the first end of the hanger member is attached to at least a portion of the rail car intercar cable, such that the at least one hanger member is not directly attached to a portion of the rail car, and wherein the hanger member is configured to at least partially support at least a portion of the rail car intercar cable, thereby preventing the rail car intercar cable from contacting a ground surface.
 2. The hanger arrangement of claim 1, wherein the attachment between the first end of the at least one hanger member and the at least one rail car intercar cable is substantially permanent.
 3. The hanger arrangement of claim 1, wherein at least a portion of first end of the at least one hanger member is integral with at least a portion of the at least one rail car intercar cable.
 4. The hanger arrangement of claim 1, wherein at least a portion of the first end of the at least one hanger member is attached to at least a portion of the first connection arrangement of the rail car intecar cable.
 5. The hanger arrangement of claim 4, wherein the attachment between the first end of the at least one hanger member and the first connection arrangement of the at least one rail car intercar cable is substantially permanent.
 6. The hanger arrangement of claim 4, wherein at least a portion of first end of the at least one hanger member is integral with at least a portion of the first connection arrangement of the at least one rail car intercar cable.
 7. The hanger arrangement of claim 4, wherein the first connection arrangement of the at least one rail car intercar cable comprises at least one cable fitting, and wherein at least a portion of the first end of the at least one hanger member is permanently attached to or integral with at least a portion of the at least one cable fitting.
 8. The hanger arrangement of claim 1, wherein the at least one hanger member is in the form of a sleeve having an inner conduit area through which at least a portion of the at least one rail car intercar cable extends.
 9. The hanger arrangement of claim 8, wherein the sleeve is configured to be at least partially opened to provide access to the inner conduit area of the sleeve.
 10. The hanger arrangement of claim 1, further comprising a first hanger member with a first end at least partially attached to at least a portion of the rail car intercar cable and a second end configured for attachment to at least a portion of a second hanger member.
 11. The hanger arrangement of claim 10, wherein the attachment between the first hanger member and the second hanger member is at least one of the following: permanent, detachable, or any combination thereof.
 12. The hanger arrangement of claim 1, wherein the at least one hanger member is adjustable in at least one of length and width.
 13. The hanger arrangement of claim 1, wherein at least a portion of the at least one hanger member is formed from a substantially rigid material.
 14. The hanger arrangement of claim 1, further comprising a rigid member configured for attachment or engagement with the at least one hanger member.
 15. The hanger arrangement of claim 1, wherein the at least one hanger member is in the form of a sleeve having an inner conduit area through which at least a portion of the at least one rail car intercar cable extends, the hanger arrangement further comprising at least one bushing member positioned at least partially within the inner conduit area of the sleeve and configured to at least partially surround at least a portion of the rail car intercar cable.
 16. A rail car intercar cable arrangement, comprising: a rail car intercar cable having a first end comprising a first connection arrangement configured for attachment to at least one connection point associated with a rail car; and a second end comprising a second connection arrangement configured for attachment to a second end of another rail car intercar cable; and a hanger arrangement comprising at least one hanger member having a first end and a second end, wherein at least a portion of the first end of the hanger member is attached to at least a portion of the rail car intercar cable, such that the at least one hanger member is not directly attached to a portion of the rail car, and wherein the hanger member is configured to at least partially support at least a portion of the rail car intercar cable, thereby preventing the rail car intercar cable from contacting a ground surface.
 17. The rail car intercar cable arrangement of claim 16, further comprising at least one strength member configured for attachment to at least a portion of a rail car, and directly or indirectly attached to at least a portion of the intercar cable.
 18. The rail car intercar cable arrangement of claim 16, wherein the attachment between the first end of the at least one hanger member and the at least one rail car intercar cable is substantially permanent.
 19. The rail car intercar cable arrangement of claim 16, wherein at least a portion of first end of the at least one hanger member is integral with at least a portion of the at least one rail car intercar cable.
 20. A rail car intercar cable, comprising: a first end comprising a first connection arrangement configured for attachment to at least one connection point associated with a rail car; a second end comprising a second connection arrangement configured for attachment to a second end of another rail car intercar cable; and a hanger arrangement comprising at least one hanger member having a first end and a second end, wherein at least a portion of the first end of the hanger member is attached to at least a portion of the rail car intercar cable, such that the at least one hanger member is not directly attached to a portion of the rail car, and wherein the hanger member is configured to at least partially support at least a portion of the rail car intercar cable, thereby preventing the rail car intercar cable from contacting a ground surface. 